Hev battery soc meter and power split usage display

ABSTRACT

Systems and methods are provided for presenting in a hybrid electric vehicle display, proximate to or in some relation to each other, engine power usage, motor-generator power usage, and battery state of charge information. By combining the display of engine power usage, motor-generator power, and battery state of charge information, power distribution and related information may be presented to the operator of a vehicle to explain the vehicle&#39;s performance from a power split output and usage perspective. This can provide reassurance or confirmation that the vehicle is operating as it should, identify a problematic condition, etc.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application continuation of and claims the benefit of U.S. patentapplication Ser. No. 16/693,202 filed Nov. 22, 2019, which is herebyincorporated herein by reference in its entirety for all purposes.

TECHNICAL FIELD

The present disclosure relates generally to determining and displayingbattery state of charge (SOC) and power usage split in a hybrid electricvehicle (HEV) in a manner that allows an HEV operator to understand theHEV's power usage.

DESCRIPTION OF RELATED ART

Hybrid vehicles and electric vehicles have become increasingly popularamong consumers concerned with their environmental impact and withincreasing fuel economy. Hybrid vehicles generally utilize an engine,e.g., an internal combustion engine, along with one or more electricmotors, which can also operate as generators to provide energy to abattery that powers the electric motor. Hybrid vehicles can use anengine clutch that connects/disconnects the engine to/from a drivetrain.The drivetrain can include the engine and electric motor, and atransmission coupled to the electric motor for transmitting power fromthe engine, electric motor, or both.

Electric vehicles utilize only electric motors to provide drive power.Generally, electric vehicles incorporate two electric motors to providedrive power, where a clutch, similar to the engine clutchconnects/disconnects one or the other electric motor depending on adesired travel mode. The drivetrain, similar to that of a hybridvehicle, minus the engine, may include the electric motor(s) and variousdrive gears.

BRIEF SUMMARY OF THE DISCLOSURE

In accordance with one embodiment of the present disclosure, a methodmay comprise monitoring current engine-supplied power to a hybridelectric vehicle transmission, and current motor generator-suppliedpower to the hybrid electric vehicle transmission. The method mayfurther comprise determining a current battery state of charge, andmonitoring at least one of current environmental conditions and roadconditions impacting amounts of the current engine-supplied power andthe current motor generator-supplied power. Further still, the methodmay comprise presenting hybrid electric vehicle performance and powerusage split information comprising the current engine-supplied power andthe current motor generator-supplied power relative to the at least oneof the current environmental conditions and road conditions impactproximate to a presentation of the current battery state of charge on adisplay of the hybrid electric vehicle.

In some embodiments, the at least one of the current environmentalconditions and road conditions impact is presented as a maximum andminimum available engine-supplied power and as a maximum and minimumavailable motor generator-supplied power.

In some embodiments, the hybrid electric vehicle comprises a serieshybrid electric vehicle. In some embodiments, the series hybrid electricvehicle comprises a single motor generator operatively connected to atransmission of the hybrid electric vehicle. In some embodiments, theseries hybrid electric vehicle further comprises an engine operativelyconnected to the single motor generator in series. In some embodiments,the series hybrid electric vehicle comprises a battery operativelyconnected to and providing electrical power to the single motorgenerator.

In some embodiments, the hybrid electric vehicle comprises a parallelhybrid electric vehicle. In some embodiments, the parallel hybridelectric vehicle comprises first and second motor generators operativelyconnected to the transmission of the hybrid electric vehicle. In someembodiments, the parallel hybrid electric vehicle comprises an engineoperatively connected in parallel to one of the first and second motorgenerators. In some embodiments, the parallel hybrid electric vehiclecomprises a battery operatively connected to and providing electricalpower to at least one of the first and second motor generators.

In some embodiments, the presentation of the hybrid electric vehicleperformance and power usage split information comprising the currentengine-supplied power and the current motor generator-supplied powerrelative to the at least one of the current environmental conditions androad conditions impact is displayed against a background representationof a powertrain of the hybrid electric vehicle. In some embodiments, thepowertrain of the hybrid electric vehicle comprises an internalcombustion engine operatively connected to at least one motor generatorin series.

In accordance with another embodiment, a hybrid electric vehicle maycomprise a power display circuit that: monitors engine-supplied power toa transmission relative to engine-supplied available power; monitorsmotor generator-supplied power to the transmission relative to motorgenerator-supplied available power; determines a battery state ofcharge; and monitors operating conditions relating to and operatingcharacteristics of the hybrid electric vehicle impacting amounts of theengine-supplied available power and the motor generator-suppliedavailable power. The hybrid electric vehicle may further comprise adisplay that: displays power usage split information comprising theengine-supplied power relative to the engine-supplied available powerand the motor generator-supplied power relative motor generator-suppliedavailable power; and displays battery state of charge informationproximate to the power usage split information.

In some embodiments, the hybrid electric vehicle comprises a serieshybrid electric vehicle. In some embodiments, an internal combustionengine generates the engine-supplied power. In some embodiments, asingle motor operatively connected in series to the internal combustionengine generates the motor generator-supplied power. In someembodiments, a battery operatively connected to the single motorgenerators provides electrical power to the single motor generator.

In some embodiments, the display displays the power usage splitinformation relative to a representation of the powertrain of the hybridelectric vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure, in accordance with one or more variousembodiments, is described in detail with reference to the followingfigures. The figures are provided for purposes of illustration only andmerely depict typical or example embodiments.

FIG. 1A is a schematic representation of an example dual-motor HEV, theoperating conditions of which can be displayed in accordance withvarious embodiments of the present disclosure.

FIG. 1B is a schematic representation of an example single-motor, seriesHEV, the operating conditions of which can be displayed in accordancewith various embodiments of the present disclosure.

FIG. 2 is a schematic representation of an example architecture forimplementing battery SOC and power split usage display in the exampleHEV illustrated in FIG. 1.

FIG. 3 illustrates an example display that can be presented to anoperator in an HEV.

FIG. 4 is a flow chart illustrating example operations that can beperformed to determine and display battery SOC and power split usage inaccordance with various embodiments of the present disclosure.

FIG. 5 is an example computing component that may be used to implementvarious features of embodiments described in the present disclosure.

The figures are not exhaustive and do not limit the present disclosureto the precise form disclosed.

DETAILED DESCRIPTION

Various embodiments of the present disclosure are directed todetermining and displaying information regarding certain operatingconditions of or relating to an HEV. Such information can include, butis not necessarily limited to battery SOC information and power usagesplit information regarding both an HEV's engine, such as an internalcombustion engine (ICE) and the HEV's one or more motor-generators(MGs).

In conventional HEVs, displays showing ICE and MG usage comprise acombined power display or presentation. In such conventional HEVs, theoperator of the HEV will not know the particular power usage split,i.e., the respective amount(s) of power being provided by the ICE and/orthe one or more MGs. Moreover, conventional HEV's fail to presentinformation regarding a total available amount of power as it fluctuatesdue to various environmental conditions, nor do conventional HEV'sgenerally present battery SOC information together with drive powerusage information. Without knowing the particular power usage split, theavailable power, and/or battery SOC, the operator may be confused aboutthe operation of the HEV. For example, if the battery SOC reflects lowavailable battery power, the one or more MGs may be impacted in terms oftheir ability to provide drive power to the HEV. Absent awareness of thebattery SOC and the drive power or energy being provided by the ICE andthe MG(s), the operator will not understand why an MG is not able toprovide a desired amount of drive power. For example, environmentalconditions, such as altitude in which the HEV is operating, the type offuel being used in the ICE, etc. may also impact operation of the ICE,the one or more MGs, or some combination thereof. Again, without knowinghow much power is available or being provided by the ICE and the one orMGs, separately, an operator may not understand why the HEV is operatingin a certain manner.

Accordingly, various embodiments can present, proximate to or in somerelation to each other, ICE power usage, MG power usage, and battery SOCinformation. By combining the display of ICE power usage, MG power, andbattery SOC, power distribution and related information may be presentedto the operator of an HEV to explain the HEV's performance from a powersplit output and usage perspective. This can provide reassurance orconfirmation that the HEV is operating as it should, identify aproblematic condition, etc. It should be noted that various embodimentsare described in the context of ICE or engine power usage. However,other embodiments are contemplated wherein positive intake manifoldpressure, also referred to as boost pressure, may also bedetermined/presented much in the same way or in a similar manner todetermining/presenting ICE or engine power usage. In other words, theICE/engine utilized in an HEV may be a naturally aspirated engine, or itmay be turbocharged or supercharged, in which case, boost pressure mayalso be presented to a user/operator of an HEV, where the boost pressureis indicative of the positive intake manifold pressure provided throughuse of a turbocharger or supercharger. By contrast, naturally aspiratedengines traditionally have a vacuum in the intake manifold allowing suchengines to rely on cylinder movement to pull air into the engine (asopposed to being forced in vis-à-vis a turbocharger/supercharger).

In some embodiments, an HEV in and for which, power usage split andbattery SOC information is displayed may be a series HEV. A series HEVmay be equipped with an engine, e.g., ICE, a first MG, and a second MG.The series HEV may have a first power transmission mechanism thatengages the engine with the first MG. The series HEV may further includea second power transmission mechanism that engages the first MG with avehicle drive shaft. The series HEV may have a clutch that is capable ofengaging the first MG with one of the first power transmission mechanismand the second power transmission mechanism in a switching manner.Further still, the series HEV may comprise a transmission that switchesbetween transmission gear ratios and engages the second MG with thevehicle drive shaft.

In some embodiments, the series HEV may further include a controllerthat changes travel modes by switching engagement states of the clutchand the transmission. Travel modes can include, but are not limited toEV travel mode 1 in which the vehicle travels using one of the first MGand the second MG. A second EV travel mode 2 may exist in which thevehicle travels using both the first MG and the second MG. A series HEVmay also operate under an engine power generation mode in which thevehicle travels using the second MG while the engine and the first MGgenerate electric power, or a regeneration mode in which one or both ofthe first MG and the second MG regenerate electric power.

FIG. 1A shows a structure of an example HEV, i.e., HEV 10, according toone embodiment. It should be understood that the structure of HEV 10 isonly one example of an HEV in which various embodiments of the presentdisclosure may be implemented to present power usage split and batterySOC information. HEV 10 may include a battery 12. Battery 12 may be aLi-ion, Li-Polymer, NiMH, NiCd, NiZn, and NiH2, to name a few, whetherrechargeable or primary batteries,), a power connector (e.g., to connectto vehicle supplied power, etc.), an energy harvester (e.g., solarcells, piezoelectric system, etc.), or it can include any other suitablepower supply, and can be a high-output and high-capacity battery.

Battery 12 may be electrically connected to a first inverter 14 and asecond inverter 16. The first and second inverters, 14 and 16, convertDC power from the battery 12 to desired AC power. For example, positiveand negative bus bars respectively connected to a positive electrode anda negative electrode of the battery 12 have three arms connectedtherebetween. Each arm may have two switching elements arranged thereon,and a three-phase output is obtained from a midpoint of the three armsby controlling switching of the six switching elements. It is alsopossible to convert AC power input from the midpoint of the three armsto DC power by controlling switching of the switching elements, andsupplying the DC power to the battery 12.

The first inverter 14 may be electrically connected to a first MG 18. Bycontrolling the first inverter 14, it is possible not only to drive thefirst MG 18 to output (drive) power, but electric power can be suppliedto the battery 12, the electric power being generated by the first MG18.

The drive shaft of the first MG 18 is connected to a first reductiongear 20 that is a first power transmission mechanism (for “normal”travel), and this first reduction gear 20 is connected to a drive shaftof an ICE 22. By driving ICE 22, it is possible to drive the first MG 18via the first reduction gear 20 to generate electric power. By supplyingthe generated electric power to the battery 12 via the first inverter14, the battery 12 can be charged. It should be understood that amechanical connection between the first motor generator 18 and ICE 22may be cut off to disengage operation of MG 18 and ICE 22 from eachother.

The drive shaft of the first MG 18 may be connected to a secondreduction gear 26 (that is a second power transmission mechanism for“high-speed” travel) via a clutch 24. The second reduction gear 26 isconnected to the vehicle drive shaft 28. The drive power provided by thefirst MG 18 can be transmitted to the vehicle drive shaft 28 via thesecond reduction gear 26 by connecting the clutch 24 to the secondreduction gear 26. It is also possible to generate electric power in thefirst MG 18 by transmitting power from the vehicle drive shaft 28 to thefirst MG 18. The vehicle drive shaft 28 can be connected to wheels 32via a differential gear 30, where the drive power of the vehicle driveshaft 28 causes wheels 32 to rotate allowing HEV 10 to move/travel.Further, HEV 10 can leverage regenerative braking by generating powerusing the power of the vehicle drive shaft 28 generated by the rotationof wheels 32.

A second inverter 16 may be electrically connected to a second MG 34.Similar to the operation of first MG 18, by controlling the secondinverter 16, it is possible to drive the second MG 34 to output power aswell as supply electric power to the battery 12. The electric powergenerated can be generated by the second MG 34.

The drive shaft of the second MG 34 may be connected to a transmission36. The transmission 36 may include a clutch 36 a which enablesswitching of a transmission gear ratio between two stages, reductiongear ratio A and reduction gear ratio B. The transmission 36 isconnected to the vehicle drive shaft 28. By connecting the clutch 36 ato either the reduction gear ratio A or B side, the drive powergenerated/provided by the second MG 34 can be transmitted to the vehicledrive shaft 28 according to reduction gear ratio A or B. Furthermore, bytransmitting power from the vehicle drive shaft 28 to the second MG 34,electric power can be generated in the second MG 34, therebyregeneratively braking the vehicle. The clutch 36 a may also be set to aneutral position that disengages second MG 34 from vehicle drive shaft28.

HEV 10 may further comprise a controller 38. Controller 38 not onlycontrols a clutch 24 and transmission 36, but also controls the drivingof first MG 18, second MG 34, and ICE 22, in order to implement varioustravel modes depending on the state of HEV 10. In other words, and asalluded to above, HEV 10 can utilize one or more of a plurality of powersources. The power sources include ICE 22 that is used to generateelectric power may be, for example, a gasoline, diesel or similarlypowered engine in which fuel is injected into and combusted in acombustion chamber. Another power source includes first MG 18 thatgenerates electric power mainly using the output of ICE 22. Yet anotherpower source comprises second MG 34. Second MG 34, in some embodiments,can mainly be used to drive HEV 10.

HEV 10 further comprises speed reduction and speed change devicesincluding e.g., first reduction gear 20 that engages ICE 22 with firstMG 18 at a fixed reduction gear ratio, as well as second reduction gear26 that engages first MG 18 with the vehicle drive shaft 28 at a fixedreduction gear ratio. HEV 10 further comprises a clutch 24 that achievesone of three states of operation: the drive shaft of the first MG 18engaged with the first reduction gear 20; the drive shaft of the firstMG 18 engaged with the second reduction gear 26; and the drive shaft ofthe first MG 18 not engaged with either the first reduction gear 20 orthe second reduction gear 26 (neutral). Still another speedreduction/change device includes the aforementioned transmission 36 thatengages the drive shaft of the second MG 34 with the vehicle drive shaft28 at two or more different types of transmission gear ratios.

Electronic control unit (ECU) 38 may control operation of ICE 22, firstand second MGs 18 and 23, clutches 24 and 26 a, transmission 36, etc. toeffectuate different travel modes. In accordance with a first EV travelmode, the vehicle travels using one of the first MG 18 and the second MG34. In a “normal state” of the first EV travel mode, clutch 24 connectsan output shaft of the first MG 18 to vehicle drive shaft 28 viareduction gear 26. The transmission 36 is set to neutral because it doesnot transmit power. ICE 22 and the second MG 34 stop, and the first MG18 is driven by electric power from the battery 12 (which is in adischarging state) via the first inverter 14, and the drive power of thefirst MG 18 is transmitted to the wheels 32.

In accordance with another “normal state” of the first EV travel mode,second MG 34 provides the drive power, and relies on reduction gearratio A, where the clutch 24 is set to the neutral position (or connectsthe output shaft of the first MG 18 to ICE 22 via the reduction gear20). The transmission 36 has the reduction gear ratio A which is alarger reduction gear ratio. ICE 22 and the first MG 18 stop, and thesecond MG 34 is driven by electric power from the battery 12 (whichagain is in a discharging state). Thus, electric power from the battery12 is supplied to the second MG 34 via the second inverter 14, and thedrive power of the second MG 34 is changed in speed according to thereduction gear ratio A in the transmission 36, and transmitted to thewheels 32.

In accordance with a “high-speed state” of the first EV travel mode,transmission 36 uses the reduction gear ratio B which is a smallerreduction gear ratio. Operation is similar to that of the normal statetravel mode, merely relying on a different reduction gear ratio. Higherspeed travel becomes possible using the drive power of the second MG 34.

It should be understood that there is relationship between torque of thevehicle drive shaft 28 using the transmission 36 and the vehicle speed.Assume that the vehicle speed at which torque of the vehicle drive shaft28 according to the reduction gear ratio A and the reduction gear ratioB are identical is V1. When the vehicle speed is less than V1, thereduction gear ratio A is used, and when the vehicle speed is V1 orgreater, the reduction gear ratio B is used. Compared to situationswhere a single reduction gear ratio (reduction gear ratio A or reductiongear ratio B) is used, it becomes possible to make drive shaft torqueslarger at all vehicle speeds, thereby improving acceleration performanceof HEV 10. Furthermore, the second MG 34 has a larger output than thefirst MG 18. Accordingly, in normal driving, the second MG 34 is usedmore often to drive HEV 10. However, when relatively low outputcontinues, the first MG 18 enables more efficient driving than thesecond MG 34. Thus, the supply of drive power may be switched betweenfirst MG 18 and the second MG 34, depending on which MG enables moreefficient operation of HEV 10

In accordance with a second EV travel mode, first and second MGs 18 and34 are used to provide drive power. HEV 10 travels using both the firstMG 18 and the second MG 34. This mode is used when an accelerationrequest is high, and a requested output torque is large, or when moreefficient traveling is possible compared to the case where HEV 10travels using a single MG. Clutch 24 connects the drive shaft of thefirst MG 18 to the vehicle drive shaft 28 via the reduction gear 26. ICE22 then stops. The drive shaft of the second MG 34 is also connected tothe vehicle drive shaft 28 via the transmission 36. Then, the first MG18 and the second MG 34 are driven by electric power from the battery12, and HEV 10 travels using power from both MGs. The battery 12 is inthe discharging state to obtain required drive power. In a “normalstate” of the second EV travel mode, reduction gear ratio A may beselected in transmission 36, while in a “high-speed state” of the secondEV travel mode, reduction gear ratio B is selected.

In accordance with an engine power generation mode, ICE 22 is driven,the first MG 18 generates electric power, and the second MG 34 is usedfor traveling. Clutch 24 connects the drive shaft of the first MG 18 toICE 22 via the reduction gear 20. ICE 22 is driven/operated, allowingthe first MG 18 to generate electric power. The second MG 34 is operatedto drive the vehicle drive shaft 28 via the transmission 36. If theamount of power generated by the first MG 18 is greater than the amountof electric power required for the second MG 34, the battery 12 ischarged with surplus electric power. If the amount of power generated bythe first MG 18 is smaller than the amount of electric power requiredfor the second MG 34, electricity is discharged from the battery 12.Again, reduction gear ratio A is selected in the transmission 36 for usein a normal state, while the reduction gear ratio B is selected for usein a high-speed state.

In regeneration mode, regenerative braking is performed duringdeceleration of HEV 10 to charge the battery 12 with generated electricpower. Both the first MG 18 and the second MG 34 can be utilized as agenerator in regeneration mode. For example, the second MG 34 may beutilized to generate electric power, wherein the first MG 18 is stopped,and the clutch 24 is connected to ICE 22 via the reduction gear 20 or isset to the neutral position. The transmission 36 selects one of thereduction gear ratios A or B (depending on which provides moreefficiency). Power from the wheels 32 is input to the second MG 34 viathe vehicle drive shaft 28 and the transmission 36, and the battery 12is charged with electric power generated by the second MG 34, via thesecond inverter 16.

In another configuration, both the first MG 18 and the second MG 34 areutilized to regenerate electric power. In this configuration, clutch 24connects the drive shaft of the first MG 18 to the vehicle drive shaft28 via the reduction gear 26. The transmission 36 selects reduction gearratio A or B, depending on efficiency. Power from the wheels 32 isinput, via the vehicle drive shaft 28, to the reduction gear 26 and thefirst MG 18, as well as to the transmission 36 and the second MG 34.Thus, the battery 12 is charged with electric power generated by boththe first MG 18 and the second MG 34.

In another configuration, the first MG 18 is utilized to regenerateelectric power. In this configuration, the second MG 34 is stopped, andthe clutch 24 connects the drive shaft of the first MG 18 to the vehicledrive shaft 28 via the reduction gear 26. The transmission 36 is set tothe neutral position because it does not transmit power. Power from thewheels 32 is input to the first MG 18 via the vehicle drive shaft 28 andthe reduction gear 26, and the battery 12 is charged with electric powergenerated by the first MG 18, via the first inverter 14.

In yet another configuration, the second MG 34 is utilized to regenerateelectric power. In this configuration, ICE 22 is driven, and the firstMG 18 generates electric power by connecting ICE 22 to the drive shaftof the first MG 18 by the clutch 24. The battery 12 is charged withgenerated electric power. The transmission 36 may use either of thereduction gear ratios A or B. It should be noted that the first MG 18cannot engage with both the vehicle drive shaft 28 and the ICE 22simultaneously.

Returning to ECU 38, ECU 38 may include a microcomputer that includes aCPU, a RAM, a ROM, an input-output interface, and the like. In ECU 38,the CPU utilizes a temporary storage function of the RAM to performsignal processing according to a program in advance stored in the ROM.Accordingly, the ECU 38 executes various kinds of control such as drivecontrol of ICE 22, drive control of MGs 18 and 34, speed change controlof transmission 36, engagement force control of clutches 36 a and 24,and the like. The ECU 38 may be separately configured with a pluralityof control devices such as for control of Ice 22, control of MGs 18 and34, control of the transmission 36, etc. according to necessity and mayexecute each control through communication of information with eachother. In this embodiment, the ECU 38 corresponds to the control deviceof HEV 10.

As shown in FIG. 1A, the ECU 38 is supplied with various kinds of inputsignals detected by each sensor provided in HEV 10. For example, ECU 38may receive signals that indicate an accelerator operation amount ACC, arevolution speed NE of ICE 22 (engine revolution speed), rotationalspeeds NMG1 and NMG2 of the MGs 18 and 34, respectively (motorrotational speed), a vehicle speed V, and energy storage amount(remaining capacity, charged amount), e.g., battery SOC of battery 12.It should be noted that more signals indicative of other operationalaspects of HEV 10 can be received by ECU 38, e.g., a temperature of MGs18 and/or 34, coolant temperature of HEV 10, intake air amount of ICE22, etc.

ECU 38 can receive the input signals from various sensors 52 configuredto sense relevant operational characteristics of HEV 10. For example,accelerator operation amount ACC can be detected by an acceleratorstroke sensor that determines the degree to which an accelerator pedalis depressed/actuated. For example, brake operation amount B can bedetected by a brake pedal stroke sensor. For example, engine revolutionspeed NE can be detected by a crank position sensor. The motorrotational speed NMG1/NMG2 can be detected by a motor rotational speedsensor. Vehicle speed V can be detected or calculated by averaging wheelspeed or output shaft speed determined by wheel or output shaft sensors.Battery SOC can be calculated by measuring voltage. Another example of asensor 52 may be a positioning or location sensor, such as a GlobalPositioning System (GPS) receiver that can provide location informationcorresponding to a location of HEV 10.

Still another example of a sensor 52 may be a 3-axis accelerometer. The3-axis accelerometer can be used to determine acceleration of HEV 10, aswell as, e.g., the tilt experienced by HEV 10 while being driven. Inaccordance with various embodiments, the acceleration of HEV 10determined by the 3-axis accelerometer can send a control signal(s) toECU 38 indicative of the current rate of acceleration. In someembodiments, the 3-axis accelerometer can be utilized to determine agradient of a road being traveled by HEV 10, rather than ECU 38receiving road gradient information from, e.g., a navigation informationservice provider described below. In some embodiments, road grade canimpact operation of MGs 18/34 and/or ICE 22, this impact being reflectedin the power usage split display alluded to above, and described ingreater detail below.

In some embodiments, one or more of the sensors 52 may include their ownprocessing capability to compute the results for additional informationthat can be provided to ECU 38. In other embodiments, one or moresensors may be data-gathering-only sensors that provide only raw data toECU 38. In further embodiments, hybrid sensors may be included thatprovide a combination of raw data and processed data to ECU 38. Sensors52 may provide an analog output or a digital output.

Sensors 52 may be included to detect not only vehicle conditions butalso to detect external conditions as well. Sensors that might be usedto detect external conditions can include, for example, sonar, radar,lidar or other vehicle proximity sensors, and cameras or other imagesensors. Image sensors can be used to detect, for example, traffic signsindicating a current speed limit, road curvature, obstacles, and so on.Still other sensors may include those that can detect road grade. Whilesome sensors can be used to actively detect passive environmentalobjects, other sensors can be included and used to detect active objectssuch as those objects used to implement smart roadways that may activelytransmit and/or receive data or other information.

Additionally, ECU 38 can receive input signals from a network interfacedevice 48. Network interface device 48 may receive information such asmap data, road conditions information (e.g., upcoming roadslope/gradient information, upcoming turn information, etc.), trafficinformation, and the like from one or more information serviceproviders. Instead of relying solely on a GPS receiver, a location ofHEV 10 may be determined from information received by network interfacedevice 48.

ECU 38 can supply various output signals to one or moredevices/components/elements provided in HEV 10. For example, the ECU 38can supply signals to ICE 22 to effectuate drive control of ICE 22. ECU38 can supply signals to inverters 14 and 16 for effectuating drivecontrol of first and second MGs 18 and 34. ECU 38 can supply signals toa plurality of electromagnetic control valves in a hydraulic controlcircuit for speed control of the transmission 36. ECU 38 may supplysignals to a linear solenoid for engagement control of the clutches 24and 36 a.

FIG. 1B shows a structure of another example HEV (a series, single motorHEV), i.e., HEV 100, in which various embodiments of the presentdisclosure may be implemented to present power usage split and batterySOC information. HEV 100 may have an ICE 122 and an MG 124 as the powersource(s) thereof. A power system of HEV 100 of this embodiment includesICE 122, motor 122, a torque converter 134, and a transmission 138 thatare connected in series. More specifically, the MG 124 is linked with acrankshaft 114 of the ICE 122, whereas a rotating shaft 116 of the MG124 is linked with the torque converter 134. An output shaft 118 of thetorque converter 134 is linked with the transmission 136. An outputshaft 120 of the transmission 136 is linked with an axle 128 via adifferential gear 130. Right and left wheels may be attached to axle128, and provided motive force via transmission 136.

ICE 122, like engine 22 (FIG. 1A), may be an ICE. ICE 122 may include amechanism for regulating the open and close timings of an intake valve(not shown), which causes a gaseous mixture of gasoline and the air tobe sucked into a cylinder (not shown), and an exhaust valve (not shown),which causes the hot combustion exhaust to be discharged from thecylinder, relative to vertical movements of a piston (not shown). Thismechanism may be referred to as a variable valve timing (VVT) mechanism,and is known in the art, and thus not described in great detail. The VVTmechanism regulates the open and close timings of the intake and exhaustvalves to delay the actual closing operations of the respective valvesrelative to the vertical movements of the piston, thereby reducing thepumping loss of the ICE 122. This results in decreasing the brakingforce by engine brake. The VVT mechanism also reduces the torque to beoutput from the MG 124 in the course of motoring the ICE 122. The VVTmechanism controls the open and close timings of the respective valvesto attain the highest combustion efficiency according to the speed ofthe ICE 122 in the process of outputting power through combustion ofgasoline.

MG 124 may be, e.g., a three-phase synchronous motor, which includes arotor 124A with a plurality of permanent magnets attached on thecircumferential face thereof, and a stator 124B with three-phase coilswound thereon to generate a revolving magnetic field. The MG 124 isdriven to rotate by the interaction between the magnetic field generatedby the permanent magnets attached to the rotor 124A and the magneticfield generated by the three-phase coils wound on the stator 124B. Whenthe rotor 124A is rotated by an external force, the interaction betweenthese magnetic fields causes an electromotive force between both ends ofthe three-phase coils. A sine wave polarized motor, in which themagnetic flux density between the rotor 124A and the stator 124B isdistributed in the form of a sine function in the circumferentialdirection, is applicable for the MG 124. A non-sine wave polarized motorthat can output a relatively large torque is, however, applied for theMG 124 in this embodiment.

The stator 124B is electrically connected to a battery 112 via a drivingcircuit 110. The driving circuit 110 is constructed as a transistorinverter that may include plural pairs of transistors, one as a sourceand the other as a sink, provided respectively for the three phases ofthe MG 124. As illustrated in FIG. 1B, the driving circuit 110 iselectrically connected to a control unit 138, which may be an ECU. ECU138 carries out PWM (pulse width modulation) control of the on- andoff-time of the respective transistors included in the driving circuit110. The PWM control causes quasi three-phase alternating currents to beoutput from the battery 112 as the power source and flow through thethree-phase coils of the stator 124B, so as to generate a revolvingmagnetic field. The MG 124, like MGs 18, 34 (FIG. 1A) functions eitheras a motor or a generator depending on the revolving magnetic field.

The torque converter 134 may be a known power transmission mechanism.The input shaft of the torque converter 134, that is, the output shaft116 of the MG 124, is not mechanically linked with the output shaft 118of the torque converter 134, so that the input and output shafts 116 and118, respectively, of the torque converter 134 are rotatable in thepresence of a slide. A turbine with a plurality of blades is attached tothe input and output shafts 116 and 118 of the torque converter 134. Theturbines set on the input and output shafts 116 and 118 are arranged toface each other in the torque converter 134. The torque converter 134has a sealed structure that is filled with transmission oil. Thetransmission oil works on the respective turbines, so that power istransmitted from one rotating shaft to the other rotating shaft. Sincethese rotating shafts are rotatable in the presence of a slide, thepower input from one rotating shaft is converted to a differentcombination of revolving speed and torque and transmitted to the otherrotating shaft.

The transmission 136 may include a plurality of gear units, clutches,one-way clutches, and brakes and changes the gear ratio, so as to enablethe power input from the output shaft 118 of the torque converter 134 tobe converted to a different combination of torque and revolving speed,and transmitted to the output shaft 120 of the transmission 136. Furtherstill, a gearshift lever 140 provides a mechanism that allows auser/operator of HEV 100 to shift between the various gears oftransmission 136. Moreover, similar to HEV 10 of FIG. 1A, HEV 100 mayalso include one or more sensors 152 that allow various operatingconditions and/or characteristics of HEV 100 to be monitored, obtained,and/or output to/obtained by ECU 138. These sensors 152 may be the sameor similar to sensors 52 described above with respect to FIG. 1A.

FIG. 2 illustrates an example architecture for implementing a powerdisplay in accordance with various embodiments. Referring now to FIG. 2,in this example, power display system 200 may include a power displaycircuit 210, a plurality of sensors 52, 152, and a plurality of vehiclesystems 158. Sensors 52, 152 and vehicle systems 158 can communicatewith power usage circuit 210 via a wired or wireless communicationinterface. Although sensors 52, 152 and vehicle systems 158 are depictedas communicating with power display circuit 210, they can alsocommunicate with each other as well as with other vehicle systems. Powerdisplay circuit 210 can be implemented as an ECU or as part of an ECUsuch as, for example ECU 38. In other embodiments, power display circuit210 can be implemented independently of an ECU.

Power display circuit 210 in this example includes a communicationcircuit 201, a decision circuit 203 (including a processor 206 andmemory 208 in this example) and a power supply 212. Components of powerdisplay circuit 210 are illustrated as communicating with each other viaa data bus, although other communication in interfaces can be included.Power display circuit 210 in this example also includes a power usagecomponent 205 that can determine power allocation and power boundaries,e.g., maximum power that ICE 22, MG 18, and/or MG 34 (of HEV 10) or ICE122 and MG 124 (of HEV 100) can provide considering various operatingconditions, road/environmental conditions, etc.

Processor 206 can include a GPU, CPU, microprocessor, or any othersuitable processing system. The memory 208 may include one or morevarious forms of memory or data storage (e.g., flash, RAM, etc.) thatmay be used to store the calibration parameters, images (analysis orhistoric), point parameters, instructions and variables for processor206 as well as any other suitable information. Memory 208 can be made upof one or more memory units of one or more different types of memory,and may be configured to store data and other information as well asoperational instructions that may be used by the processor 206 to powerdisplay circuit 210.

Although the example of FIG. 2 is illustrated using processor and memorycircuitry, as described below with reference to circuits disclosedherein, components such as power usage circuit 205 can be implementedutilizing any form of circuitry including, for example, hardware,software, or a combination thereof. By way of further example, one ormore processors, controllers, ASICs, PLAs, PALs, CPLDs, FPGAs, logicalcomponents, software routines or other mechanisms might be implementedto make up a driving mode circuit 210.

Communication circuit 201 may comprise either or both a wirelesstransceiver circuit 202 with an associated antenna 214 and a wired I/Ointerface 204 with an associated hardwired data port (not illustrated).As this example illustrates, communications with power display circuit210 can include either or both wired and wireless communicationscircuits 201. Wireless transceiver circuit 202 can include a transmitterand a receiver (not shown) to allow wireless communications via any of anumber of communication protocols such as, for example, WiFi, Bluetooth,near field communications (NFC), Zigbee, and any of a number of otherwireless communication protocols whether standardized, proprietary,open, point-to-point, networked or otherwise. Antenna 214 is coupled towireless transceiver circuit 202 and is used by wireless transceivercircuit 202 to transmit radio signals wirelessly to wireless equipmentwith which it is connected and to receive radio signals as well. TheseRF signals can include information of almost any sort that is sent orreceived by power display circuit 210 to/from other entities such assensors 52, 152 and vehicle systems 158. Wireless transceiver circuit202 can be used to provide wireless communications with sensors 52, 152,vehicle systems 158 and components or systems external to the vehiclesuch as, for example, other vehicles, infrastructure elements, cloudservers, and so on.

Wired I/O interface 204 can include a transmitter and a receiver (notshown) for hardwired communications with other devices. For example,wired I/O interface 204 can provide a hardwired interface to othercomponents, including sensors 52, 152 and vehicle systems 158. Wired I/Ointerface 204 can communicate with other devices using Ethernet or anyof a number of other wired communication protocols whether standardized,proprietary, open, point-to-point, networked or otherwise.

Power supply 212 can include one or more of a battery or batteries (suchas, e.g., Li-ion, Li-Polymer, NiMH, NiCd, NiZn, and NiH2, to name a few,whether rechargeable or primary batteries,), a power connector (e.g., toconnect to vehicle supplied power, etc.), an energy harvester (e.g.,solar cells, piezoelectric system, etc.), or it can include any othersuitable power supply.

Sensors 52, 152 can include additional sensors that may or not otherwisebe included on or in HEV 10, with which the power display system 200 isimplemented. In the illustrated example, sensors 52, 152 include vehicleacceleration sensors 212, vehicle speed sensors 214, wheel speed sensors216 (e.g., one for each wheel), temperature sensors 220 (e.g., one foreach wheel), altitude sensors 222 to detect a current altitude at whichHEV 10 is operating, road grade sensors 226, which can be embodied as todetect roll, pitch and yaw of the vehicle, fuel type sensors 224 whichcan detect the type of gas fueling ICE 22 or ICE 122, e.g., octanelevel. It should be understood (as noted above) that one or more sensorsmay have their own processors for performing certain calculations toobtain the requisite information. In this instance, fuel type sensor 224may determine how “well” combustion in ICE 22 or ICE 122 is occurring.If fuel type sensor 224 detects “faulty” or non-ideal combustion,ignition timing may be retarded, which in turn can be a basis forinferring the type of gas being used. Additional sensors 232 can also beincluded as may be appropriate for a given implementation of powerdisplay system 200. These sensors 52, 152 may be used to gather datathat can be used to determine how to display power usage.

Vehicle systems 158 can include any of a number of different vehiclecomponents or subsystems used to control or monitor various aspects ofthe vehicle and its performance. In this example, the vehicle systems158 include: a head unit or other display unit (e.g., dash display) 272;a GPS or other vehicle positioning system 274; ICE control circuit 276to control the operation of ICE 22; and an MG control circuit to controlthe operation of MG 18 and MG 34, or alternatively, a driving controlcircuit 282 (an embodiment or implementation of driving control 110) tocontrol the operation of ICE 122 and MG 124. It should be understoodthat each of MGs 18 and 34 may have distinct controllers in otherembodiments. Still other vehicles systems 280 may interact with powerdisplay circuit 210, sensors 52, 152 and/or other one circuits, units,or components of vehicle systems 158.

As alluded to above, ECU 38 may control the drive power (output torque)of ICE 22, e.g., by way of a throttle valve opening of an electronicthrottle valve, controlling the amount of fuel supplied by a fuelinjection device, the ignition timing of the ignition device, etc.Accordingly, ECU 38 controls the manner in which ICE 22 provides drivepower so that engine output required by ICE 22 can be achieved. ECU 138may control drive power of ICE 122 by way of the aforementioned intakevalve.

As noted above, ICE 22, 122 can be driven in various modes and/or statesof travel. Moreover, the amount of drive power that ICE 22, 122 canprovide to propel HEV 10 or HEV 100, respectively, may vary depending onroad conditions, environmental conditions, battery SOC, operatingconditions or characteristics of HEV 10/HEV 100 and/or an operator ofHEV 10/HEV 100, etc. Accordingly, power usage circuit 205 may receiveinput from one or more sensors and/or information sources communicatingwith power usage circuit 205.

Power usage circuit 205 may determine what, if any, conditions orcharacteristics may impact the amount of power/torque that ICE 22, 122can provide. Power usage circuit 205 may analyze this information anddetermine a maximum (and minimum if other than zero power/torque) amountof power that ICE 22, 122 can currently deliver. For example, powerusage circuit 205 may receive temperature information from temperaturesensor 220. The temperature information may be ambient temperature,temperature near/at ICE 22, 122 or both. Power usage circuit 205 mayexecute one or more algorithms or may access information, e.g., storedin memory 208, correlating engine temperature and/or ambient temperatureto the amount of drive power that can be provided by ICE 22 or 122 whenoperating in or at such temperatures. Generally, an engine will notoperate at its fullest capacity in extremely hot or cold environments.

For example, the use of air conditioning in HEV 10, 100 may lower thedrive power available from ICE 22, engine 122. That is, HEV 10's/HEV100's heating ventilation and air conditioning (HVAC) system may bepowered by ICE 22 and 122, respectively. Accordingly, operating the HVACsystem of HEV 10 or 100 may pull energy from ICE 22 or 122,respectively, lowering its maximum power output. In some embodiments,HEV 10 and HEV 100 may have a relay that shuts off air conditioning in awide open throttle condition to ensure ample power is available for hardacceleration. Accordingly, a hard acceleration condition may result inthe maximum amount of power available from ICE 22 or 122 increasingtemporarily.

As another example, the basis on which ICE 22, 122 operates is ignitingfuel, and the efficiency with which ICE 22, 122 operates can varydepending, e.g., on how much oxygen and how much fuel (and/or the typeof fuel) is present in a cylinder in which the ignition occurs. Itshould be noted that many other factors/variables may affect ICE 22, 122operation. At higher altitudes, air is less dense and less oxygen ispresent than at lower altitudes, e.g., at sea level. Accordingly, ICE 22or ICE 122 cannot operate as efficiently, and may not provide the sameamount of drive power as it would at lower altitudes. For example,naturally aspirated engines may experience power loss on the order of,e.g., one to three percent for every 1000 ft. of elevation. Turbochargedor supercharged engines may experience less power loss, but the amountof loss can be heavily dependent on the specific characteristics of theturbocharger/supercharger. Below is an example table reflecting medianpower loss of a 300 HP engine at different elevations.

Power Power Elevation (HP) Reduction (FT) 300 1 0 294 0.98 1000 288 0.962000 282 0.94 3000 276 0.92 4000 270 0.9 5000 264 0.88 6000 258 0.867000 252 0.84 8000 246 0.82 9000 240 0.8 10000 234 0.78 11000 228 0.7612000 222 0.74 13000 216 0.72 14000

Upon power usage circuit 205 determining the maximum and minimumavailable power given the relevant conditions or characteristicscurrently applicable to HEV 10, 100, power display circuit 210 maytransmit this information to head unit/display unit 272 forpresentation. Moreover, these operating boundaries may be communicatedto ICE control circuit 276 or driving control circuit 282. For example,when operating in the aforementioned extreme conditions, the operatingboundaries may equate to limits that are placed on ICE 22, 122. In otherwords, ICE 22, 122 may, in theory, be able to operate up to true 100%output, but the ICE control circuit 276 or driving control circuit 282may be instructed to limit the operation of ICE 22, 122 to some loweroutput power, e.g., the aforementioned 80%. In this way, the power usageinformation determined by power usage circuit 205 of power displaycircuit 210 may be used to protect the powertrain of HEV 10, 100. Inother cases, information regarding ICE 22, 122 may be transmitted fromICE control circuit 276 or driving control circuit 282 to power usagecircuit 205, allowing power usage circuit 205 to ascertain and providerelevant operating information (e.g., feedback) that may impact ICE22's/ICE 122's performance, which can then be reflected to an operator(or other passenger) of HEV 10, 100.

Further still, it should be understood that because battery 12 powersMGs 18 and 34, the battery SOC can impact the operation of MGs 18 and/or34. The same is true of battery 112 that powers MG 124. For example, dueto temperature conditions, HEV 10, 100 may need to rely more on MG 18and/or 34 or MG 124, which in turn drains the battery 12 or 112 morequickly than may be expected. Additionally, if the battery SOC is verylow, and/or the temperature of the battery is such that it is too hot torecharge, MG 18 and/or 34 or MG 124 may cause additional drag on thedrivetrain resulting in some parasitic loss. As another example, if thebattery SOC of a battery is relatively low, the battery may not be ableto provide enough electrical energy or power to drive one or more motorsto produce their standard, maximum output torque. In some situations,the battery SOC may be affected by regenerative braking. That is, usingHEV 10 as an example, HEV 10 may be operating in a regenerative brakingmode, where (as discussed above), power from the vehicle drive shaft 28is transmitted to the second MG 34, thereby allowing second MG 34 togenerate electric power can be generated in the second MG 34. In such ascenario, MG 34 may not be available for use in a high-speed statetravel mode (where normally, both first and second MGs 18 and 34 aredriven to provide high acceleration). Accordingly, without informationregarding battery SOC and available power of MGs 18 and 34, a user maynot understand why HEV 10 is not responding to a high accelerationrequest.

An MG control circuit 278 may control actuation of either or both MGs 18and 34 via inverters 14 and 16. Specifically, electric energy issupplied from battery 12 to MGs 18 and/or 34 via inverters 14 and/or 16,respectively. MG control circuit 278 may also output a control signal(s)for driving one or more of MGs 18 and 34 to rotate and generate positiveor negative motor torque to obtain the output required of MG 18 and/or34 (depending on the operator and operating/road/environmentalconditions impacting HEV 10). Similarly, driving control circuit 282 maycontrol actuation of MG 124, whereby electric energy is supplied frombattery 112 to MG 124. Driving control circuit 282 may also output acontrol signal(s) for driving MG 124 to rotate and generate positive ornegative motor torque to obtain the output required of MG 124.

Power usage circuit 205 may transmit information or instructions to MGcontrol circuit 278 so that operation of MG 18 and/or 34 may becontrolled (or similarly to driving control circuit 282 so thatoperation of MG 124), e.g., limited, under certain operating conditionsor circumstances. MG control circuit 278 or driving control circuit 282may provide feedback to power usage circuit 205 regarding MG 18 and/or34 or MG 124.

In some embodiments, GPS/positioning unit 274 may provide informationregarding current road conditions, e.g., road grade, traffic, etc. basedon the current location of HEV 10, 100. Accordingly, GPS/positioningunit 274 may provide information about one or more factors that mayimpact the performance of ICE 22, 122, battery SOC, and/or one or moreof MGs 18 and 34/MG 124. GPS/positioning unit 274 may have or receivemaps or map information indicative of the route to be traveled alongwith road conditions, e.g., any uphill and/or downhill gradientspresent/expected along the route.

For example, power usage circuit 205 may ascertain that HEV 10, 100 istraveling a section of roadway that includes some amount of uphilltravel. As alluded to above, road grade can impact the performance of,e.g., MGs 18 and 34 or MG 124 as they may have to generate and use extradrive power to propel HEV 10, 100 uphill. Battery 12, 112 may bedepleted more quickly than if HEV 10, 100 was traversing a flat sectionof roadway, ICE 22, 122 may be used to augment MG 18 and/or MG 34 or MG124, respectively, etc. If traveling uphill, the current altitude of HEV10, 100 may increase to a level such that air density begins to impactoperation of ICE 22, engine 122 (as noted above). Any one or more ofthese circumstances and their resulting impact on the powertrain of HEV10, 100 may be presented via head/display unit 272 vis-à-vis powerdisplay circuit 210.

It should be understood that the above examples are not meant to belimiting. Other factors, conditions, characteristics, etc. may impactthe operation of ICE 22 and/or one or more of MGs 18 and 34, and ICE 122and MG 124. In some cases, the operation of one powertrain component canimpact the operation of another. For example, and as described above,the battery can impact motor operation, which can impact engineoperation. Such factors, conditions, characteristics, etc. may bestudied or analyzed (or known from previous experience) to determinetheir impact (alone or in some combination thereof) to the operation ofICE 22 and/or one or more of MGs 18 and 34 or the operation of ICE 122and MG 124. This impact can be reflected when presenting a display ofthe power usage information by power display circuit 210.

Power display circuit 210 may communicate the relevant informationregarding power usage and battery SOC information to head/display unit272 for presentation to an operator or other passenger of HEV 10, 100.It should be understood that the presentation of this information can beimplemented on any display or display mechanism utilized in HEV 10, 100.For example, the dash display of HEV 10, 100 may accommodate thepresentation of such information. For example, HEV 10, 100 may utilize aheads-up display that can accommodate the presentation of suchinformation. In some embodiments, this information can be presented onor through one or more displays of HEV 10, 100.

Referring now to FIG. 3, an example presentation of power usage splitand battery SOC information is illustrated. As shown in FIG. 3, theinterior of HEV 10, 100 may include a head unit or other display 272(e.g., on the dashboard) through which battery SOC and power usage splitinformation may be presented. The presentation of information mayinclude a background image or representation of HEV 10's or HEV 100'spowertrain. In this example, the background image may comprise arepresentation of an ICE 310, e.g., ICE 22, 122, in series with arepresentation of an MG 312 that can refer to MG 18 and/or MG 34 or MG124. It should be understood that in other embodiments, tworepresentations corresponding to each of MG 18 and MG 34 may bedisplayed. Here, MG 18 and MG 34 are represented together. In otherembodiments, if HEV 10 utilizes only one of MG 18 or MG 34 for drivepower, the presentation can reflect a singular MG. As HEV 100 includesonly a single motor, the representation of an ICE 310 corresponds to MG124.

The representation of an ICE 310 may have a corresponding power barrepresentation 314 that reflects maximum and minimum drive power thatcan be provided by ICE 22, 122. As noted above, in some embodimentsboost pressure information can be presented. It should be understoodthat except for, e.g., initial application of the pedal, engine power isdirectly related to boost pressure, thus power bar representation 314could also represent boost pressure. In some embodiments, theappropriate units may also be displayed, e.g., horsepower/kW (enginepower) or PSI/kPa (boost pressure). Similarly, the representation of anMG 312 may have its own corresponding power bar representation 316 thatreflects maximum and minimum drive power that can be provided by MG 18and/or MG 34 (as appropriate in view of the powertrain configuration ofHEV 10) or MG 124 of HEV 100. Additionally, battery SOC information canbe presented in a battery SOC representation 318. Battery SOCrepresentation 318, in this embodiment, is presented proximate to therepresentations 314 and 316. The proximate location of battery SOCrepresentation 318 allows an operator or passenger of HEV 10, 100 tovisually understand the relationship between battery SOC and theoperation of ICE 22, MG 18, and/or MG 34, or ICE 122 and MG 124.

As noted above, the maximum (or minimum) available power that ICE 22, MG18, and/or MG 34, or ICE 122 and MG 124 can currently provide may berepresented as a scale, in the example of FIG. 3, a scale from 0% to100%. In some embodiments, the maximum or minimum available power isadjusted based on one or more of the aforementioned factors, conditions,or characteristics of HEV 10, 100. For example, at a certain point ofoperation, the maximum available power from ICE 22 or ICE 122 may be 80%of its “standard” maximum available power due to current altitude,temperature, etc. In one embodiment, the maximum available power will beset to 80%. In another embodiment, any decrease or increase in maximumor minimum available power, respectively, can be taken into account, butthe presentation of available power appears as a range from 0% to 100%,e.g., the presentation of maximum or minimum available power can bescaled relative to the relevant factors, conditions, and/orcharacteristics of HEV 10, 100. A series of bars or other indicators maybe used within or as part of the representations 314 and 316 to displayICE-supplied and MG-supplied power relative to the displayed maximum andminimum available representations.

It should be understood that the example presentation illustrated inFIG. 3 is not meant to be limiting. In some embodiments, therepresentations 314 and 316 may appear or may be highlighted only whenthe corresponding component of the powertrain is currently providingdrive power. For example, an operator of HEV 10, 100 may implement an EVtravel mode that only relies on drive power from MG 18 and/or MG 34, orMG 124. Accordingly, the presentation of power usage split and batterySOC information may only include representation 316 (until ICE 22 isused or can be used to augment the drive power provided by MG 18 and/orMG 34/until ICE 122 is used or can be used to augment the drive powerprovided by MG 124).

In other embodiments, this presentation may be adjusted or altered toindicate particular driving modes. For example, an operator of HEV 10,100 may select a particular driving mode, such as a sport driving modeor tow mode. In a sport driving mode, HEV 10, 100 may rely more heavilyon ICE 22, 122 to provide drive power, in which case, the presentationmay highlight or otherwise focus more on representation 314, letting theoperator of HEV 10, 100 know he/she may experience a drop in fuelefficiency, for example. Such a presentation may also be useful to anoperator of HEV 10, 100 inasmuch as the presentation can indicate to theoperator how frequently particular components of the powertrain arebeing used and to what extent. In other cases, the operator maydetermine or HEV 10, 100 may determine a need to switch from an EVtravel mode to an HEV travel mode or to an ICE-only travel mode. Thepresentation of power usage split and battery SOC can reflect suchchanges accordingly.

In still other embodiments, power display circuit 210 can providesuggested or recommended power usage splits via the presentation ofpower usage and battery SOC. For example, current power usage andbattery SOC information may be presented along with additionalindicators that suggest “optimal” power usage splits for optimum fuelefficiency, for optimum battery power preservation, and/or for any otherrelevant or desired operating condition or characteristic. In otherembodiments, the optimal power split may be determined viamanufacturer-based vehicle calibration, and that optimal power split maysimply be implemented.

It should be noted that the terms “optimize,” “optimal” and the like asused herein can be used to mean making or achieving performance aseffective or perfect as possible. Moreover, techniques disclosed hereincan refer to, e.g., performing calculations, etc. that result in “moreaccurate” determinations. However, as one of ordinary skill in the artreading this document will recognize, perfection cannot always beachieved. Accordingly, these terms can also encompass making orachieving performance as good or effective as possible or practicalunder the given circumstances, or making or achieving performance betterthan that which can be achieved with other settings or parameters.

FIG. 4 is a flow chart illustrating example operations that may beperformed to present power usage split and battery SOC information inaccordance with various embodiments of the present disclosure. Atoperation 400, current ICE-supplied power to an HEV transmission ismonitored. As discussed above, a power display circuit 210 may include apower usage circuit 205 that can exchange information with an ICEcontrol circuit 276 or driving control circuit 282. Current ICE-suppliedpower can be obtained by interacting with ICE control circuit 276. Inother embodiments, one or more sensors may be used to monitor and gatherinformation regarding the amount of power being supplied by ICE 22, 122.The frequency with which the monitoring is performed can vary, but themore frequently that information is exchanged, generally the moreaccurate/up-to-date the ICE-supplied power information.

At operation 402, current MG-supplied power to an HEV transmission ismonitored. As discussed above, a power display circuit 210 may include apower usage circuit 205 that can exchange information with an MG controlcircuit 278 or driving control circuit 282. Current ICE-supplied powercan be obtained by interacting with MG control circuit 278 or drivingcontrol circuit 282. In other embodiments, one or more sensors may beused to monitor and gather information regarding the amount of powerbeing supplied by MG 18 and/or MG 34, or MG 124. The frequency withwhich the monitoring is performed can vary, but the more frequently thatinformation is exchanged, generally the more accurate/up-to-date theMG-supplied power information.

At operation 404, a current battery SOC is determined. As describedabove, battery 12 of HEV 10 or battery 112 of HEV 100 can be monitoredand SOC information regarding battery 12, 112 can be obtained by powerdisplay circuit 210.

At operation 406, current environmental and/or road conditions impactingamounts of current ICE and/or MG-supplied power can be monitored. Asnoted above, various factors, conditions, and/or characteristics of HEV10, 100, the environment in which HEV 10, 100 is operating, etc. canhave an effect on the operation of one or more powertrain components.Power display circuit 210 can calculate or access informationcorrelating performance of the one or more powertrain components. Inthis way, the presentation of power usage split information canaccurately reflect power usage and maximum and/or minimum availablepower from the powertrain components, e.g., ICE 22, MG 18, and/or MG 34,or ICE 122 and MG 124.

At operation 408, HEV performance and power-split usage informationcomprising the current ICE and MG-supplied power relative to the currentenvironmental/road conditions are presented proximate to a currentbattery SOC on a display of the HEV. As described above with referenceto FIG. 3, there are various ways to display this information. Thepresentation of this information, and the manner in which thisinformation is presented can aid an operator or passenger inunderstanding how and/or why a vehicle is operating in a particularmanner, e.g., not responding to a request for added ICE power, lack ofresponse from one or more MGs, whether or not a particular route orportion of road necessitates a certain power split, etc.

As used herein, the term component might describe a given unit offunctionality that can be performed in accordance with one or moreembodiments of the present application. As used herein, a componentmight be implemented utilizing any form of hardware, software, or acombination thereof. For example, one or more processors, controllers,ASICs, PLAs, PALs, CPLDs, FPGAs, logical components, software routinesor other mechanisms might be implemented to make up a component. Variouscomponents described herein may be implemented as discrete components ordescribed functions and features can be shared in part or in total amongone or more components. In other words, as would be apparent to one ofordinary skill in the art after reading this description, the variousfeatures and functionality described herein may be implemented in anygiven application. They can be implemented in one or more separate orshared components in various combinations and permutations. Althoughvarious features or functional elements may be individually described orclaimed as separate components, it should be understood that thesefeatures/functionality can be shared among one or more common softwareand hardware elements. Such a description shall not require or implythat separate hardware or software components are used to implement suchfeatures or functionality.

Where components are implemented in whole or in part using software,these software elements can be implemented to operate with a computingor processing component capable of carrying out the functionalitydescribed with respect thereto. One such example computing component isshown in FIG. 5. Various embodiments are described in terms of thisexample-computing component 500. After reading this description, it willbecome apparent to a person skilled in the relevant art how to implementthe application using other computing components or architectures.

Referring now to FIG. 5, computing component 500 may represent, forexample, computing or processing capabilities found within computerprocessing units or any other type of special-purpose or general-purposecomputing devices as may be desirable or appropriate for a givenapplication or environment. Computing component 500 might also representcomputing capabilities embedded within or otherwise available to a givendevice. For example, a computing component might be found in otherelectronic devices such as, for example, electronic devices that mightinclude some form of processing capability.

Computing component 500 might include, for example, one or moreprocessors, controllers, control components, or other processingdevices. This can include a processor, and/or any one or more of thecomponents making up electronic control device 50 and/or its componentparts, hydraulic control circuit 40, or other components or elements ofvehicle, e.g., signal sensors, etc. Processor 504 might be implementedusing a general-purpose or special-purpose processing engine such as,for example, a microprocessor, controller, or other control logic.Processor 504 may be connected to a bus 502. However, any communicationmedium can be used to facilitate interaction with other components ofcomputing component 500 or to communicate externally.

Computing component 500 might also include one or more memorycomponents, simply referred to herein as main memory 508. For example,random access memory (RAM) or other dynamic memory, might be used forstoring information and instructions to be executed by processor 504.Main memory 508 might also be used for storing temporary variables orother intermediate information during execution of instructions to beexecuted by processor 504. Computing component 500 might likewiseinclude a read only memory (“ROM”) or other static storage devicecoupled to bus 502 for storing static information and instructions forprocessor 504.

The computing component 500 might also include one or more various formsof information storage mechanism 510, which might include, for example,a media drive 512 and a storage unit interface 520. The media drive 512might include a drive or other mechanism to support fixed or removablestorage media 514. For example, a hard disk drive, a solid state drive,a magnetic tape drive, an optical drive, a compact disc (CD) or digitalvideo disc (DVD) drive (R or RW), or other removable or fixed mediadrive might be provided. Storage media 514 might include, for example, ahard disk, an integrated circuit assembly, magnetic tape, cartridge,optical disk, a CD or DVD. Storage media 514 may be any other fixed orremovable medium that is read by, written to or accessed by media drive512. As these examples illustrate, the storage media 514 can include acomputer usable storage medium having stored therein computer softwareor data.

In alternative embodiments, information storage mechanism 510 mightinclude other similar instrumentalities for allowing computer programsor other instructions or data to be loaded into computing component 500.Such instrumentalities might include, for example, a fixed or removablestorage unit 522 and an interface 520. Examples of such storage units522 and interfaces 520 can include a program cartridge and cartridgeinterface, a removable memory (for example, a flash memory or otherremovable memory component) and memory slot. Other examples may includea PCMCIA slot and card, and other fixed or removable storage units 522and interfaces 520 that allow software and data to be transferred fromstorage unit 522 to computing component 500.

Computing component 500 might also include a communications interface524. Communications interface 524 might be used to allow software anddata to be transferred between computing component 500 and externaldevices. Examples of communications interface 524 might include a modemor softmodem, a network interface (such as an Ethernet, networkinterface card, WiMedia, IEEE 802.XX or other interface). Other examplesinclude a communications port (such as for example, a USB port, IR port,RS232 port Bluetooth® interface, or other port), or other communicationsinterface. Software/data transferred via communications interface 524may be carried on signals, which can be electronic, electromagnetic(which includes optical) or other signals capable of being exchanged bya given communications interface 524. These signals might be provided tocommunications interface 524 via a channel 528. Channel 528 might carrysignals and might be implemented using a wired or wireless communicationmedium. Some examples of a channel might include a phone line, acellular link, an RF link, an optical link, a network interface, a localor wide area network, and other wired or wireless communicationschannels.

In this document, the terms “computer program medium” and “computerusable medium” are used to generally refer to transitory ornon-transitory media. Such media may be, e.g., memory 508, storage unit520, media 514, and channel 528. These and other various forms ofcomputer program media or computer usable media may be involved incarrying one or more sequences of one or more instructions to aprocessing device for execution. Such instructions embodied on themedium, are generally referred to as “computer program code” or a“computer program product” (which may be grouped in the form of computerprograms or other groupings). When executed, such instructions mightenable the computing component 500 to perform features or functions ofthe present application as discussed herein.

It should be understood that the various features, aspects andfunctionality described in one or more of the individual embodiments arenot limited in their applicability to the particular embodiment withwhich they are described. Instead, they can be applied, alone or invarious combinations, to one or more other embodiments, whether or notsuch embodiments are described and whether or not such features arepresented as being a part of a described embodiment. Thus, the breadthand scope of the present application should not be limited by any of theabove-described exemplary embodiments.

Terms and phrases used in this document, and variations thereof, unlessotherwise expressly stated, should be construed as open ended as opposedto limiting. As examples of the foregoing, the term “including” shouldbe read as meaning “including, without limitation” or the like. The term“example” is used to provide exemplary instances of the item indiscussion, not an exhaustive or limiting list thereof. The terms “a” or“an” should be read as meaning “at least one,” “one or more” or thelike; and adjectives such as “conventional,” “traditional,” “normal,”“standard,” “known.” Terms of similar meaning should not be construed aslimiting the item described to a given time period or to an itemavailable as of a given time. Instead, they should be read to encompassconventional, traditional, normal, or standard technologies that may beavailable or known now or at any time in the future. Where this documentrefers to technologies that would be apparent or known to one ofordinary skill in the art, such technologies encompass those apparent orknown to the skilled artisan now or at any time in the future.

The presence of broadening words and phrases such as “one or more,” “atleast,” “but not limited to” or other like phrases in some instancesshall not be read to mean that the narrower case is intended or requiredin instances where such broadening phrases may be absent. The use of theterm “component” does not imply that the aspects or functionalitydescribed or claimed as part of the component are all configured in acommon package. Indeed, any or all of the various aspects of acomponent, whether control logic or other components, can be combined ina single package or separately maintained and can further be distributedin multiple groupings or packages or across multiple locations.

Additionally, the various embodiments set forth herein are described interms of exemplary block diagrams, flow charts and other illustrations.As will become apparent to one of ordinary skill in the art afterreading this document, the illustrated embodiments and their variousalternatives can be implemented without confinement to the illustratedexamples. For example, block diagrams and their accompanying descriptionshould not be construed as mandating a particular architecture orconfiguration.

What is claimed is:
 1. A method of controlling a vehicle power usagesplit between engine-supplied power and motor generator-supplied power,the method comprising: receiving first data indicating a currentengine-supplied power to a hybrid electric vehicle transmission;receiving second data indicating a current motor generator-suppliedpower to the hybrid electric vehicle transmission; determining a currentbattery state of charge; determining, based on the received first andsecond data, an impact of at least one of current environmentalconditions and road conditions on an amount of the currentengine-supplied power and the current motor generator-supplied power;and controlling a power usage split of the vehicle based on: the currentengine-supplied power amount relative to the at least one of the currentenvironmental conditions and road conditions impact; the current motorgenerator-supplied power amount relative to the at least one of thecurrent environmental conditions and road conditions impact; and thecurrent battery amount of charge.
 2. The method of claim 1, whereincontrolling a power usage split of the vehicle is further based on:optimal fuel efficiency.
 3. The method of claim 1, wherein controlling apower usage split of the vehicle is further based on: battery powerpreservation.
 4. A method of indicating affected operating parameters ofa vehicle, comprising: receiving first data indicating a currentengine-supplied power to a hybrid electric vehicle transmission duringproblematic operating condition; receiving second data indicating acurrent motor generator-supplied power to the hybrid electric vehicletransmission during the problematic operating condition; determining acurrent battery state of charge during the problematic operatingcondition; determining an impact of the problematic operating conditionon an amount of the current engine-supplied power and the current motorgenerator-supplied power; and displaying to an operator of the vehicleat least one of: an indication of the problematic operating condition;the current engine-supplied power amount under the problematic operatingcondition; the current motor generator-supplied power amount under theproblematic operating condition; and the current battery amount ofcharge under the problematic operating condition on a display of thehybrid electric vehicle, proximate to the current motorgenerator-supplied power amount.
 5. The method of claim 4, wherein theproblematic operating condition comprises a change in altitude.
 6. Themethod of claim 4, wherein the problematic operating condition comprisesincreased air conditioner use.
 7. A method of controlling a vehiclepower usage split between engine-supplied power and motorgenerator-supplied power, the method comprising: receiving first dataindicating a current engine-supplied power to a hybrid electric vehicletransmission; receiving second data indicating a current motorgenerator-supplied power to the hybrid electric vehicle transmission;determining a current battery state of charge; determining, based on thereceived first and second data, an impact of at least one of currentenvironmental conditions and road conditions on an amount of the currentengine-supplied power and the current motor generator-supplied power;determining a maximum power available to a hybrid electric vehicle(“HEV”) under the at least one of the current environmental conditionsand road conditions; setting an operating boundary on theengine-supplied power relative to the maximum power available under theat least one of the current environmental conditions and roadconditions; and presenting HEV performance and power usage splitinformation comprising at least one of: the current engine-suppliedpower amount; the operating boundary applied to the engine-suppliedpower; the current motor generator-supplied power amount relative to theat least one of the current environmental conditions and road conditionsimpact; and the current battery amount of charge on a display of thehybrid electric vehicle, proximate to the current motorgenerator-supplied power amount.